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(No Model.)

J. H. EIOKERSHOPF. COMPOUND STEAM ENGINE.

N0. 447,671. Patented Mar. 3,1891.

JOHN H. EIOKERSl-IOFF, OF CINCINNATI, OHIO, ASSIGNOR TO THE TRIUMPHCOMPOUND ENGINE COMPANY, OF SAME PLACE.

COMPOUND STEAM-ENGINE.

SPECIFICATION forming part of Letters Patent N 0. 447,671, dated March3, 1891.

Application filed October 3,1889. Serial No.325,896. (N model.)

To aZZ whom it may concern.-

Be it known that I, JOHN H. EICKERSHOFF, a citizen of the United States,residing at Cin-. cinnati, Ohio, have invented new and usefulImprovements in Compound Steam-Engines,

of which the following is a specification.

My invention relates to duplex or two-cylinder compound steam-engines,and maybe regarded as an improvementupon that for which Letters PatentNo. 339,280 were issued to me April 6, 1886, its object being to producein economical and compact form a compounding single-acting engine of twocylinders, in which the steam, after being utilized at boiler pressureagainst a given piston area, is further employed directly and withoutthe intervention of a receiver against an increased piston area.

To this end my invention consists in the engine constructed and arrangedas hereinafter more fully set forth, embodying, substantially, acrank-case; two steam-cylinders, each of two diameters in successiveaxial por-' tions, mounted thereon; duplex pistons for the cylinders,consisting of a piston-head for each larger or low-pressure cylinderextended as an axial plunger into the smaller or highpressure cylinder;a crank-shaft having drivin g-cranks set at opposite radii and containedin the crank-case; pitman connections between the plunger-pistons andthe cranks, respectively, and two independent distribution-valvesto wit:one induction and one eduction valve-for both cylinders, moved by theshaft connections over suitable ports, and

having, in addition to their independent functions of governing theinduction and final eduction of steam, a third function by theircombined actionviz., that of governing the transfer or expansion fromthe smaller to the larger piston areas.

Mechanism embodying my invention is illustrated in the accompanyingdrawings, in which-= Figure 1 is a vertical section of a preferred formof my invention through the common axial plane of the cylinders passingcentrally through the valve-chests and valves, showing the crank-shaftconnections and valve-moving mechanism in elevation; Figs. 2 and 3,detail plan views of the faces of the induction-valve and seat of theeduction-valve and seat.

The general type of engines to which my invention is applied, asillustrated herein, is that in which the cylinders are mountedvertically above and open into a crank-case through which thecrank-shaft passes, horizontally journaled in the end walls and in whichthe cranks operate.

Constructive details are not material to my present invention, except asspecifically de scribed.

The two cylinders A B, Fig. 1, are provided withintegral axialextensions A B of enlarged diameter, these extensions opening into thecrank-case G below, to which they are bolted. Each cylinder, with itsfittings, is a duplicate of the other, and is closed above by a suitablehead and provided in its larger extcn- 7o sion with a piston C or D,extended by a closefitting trunk or hollow plunger C or D into thesmaller extension. The cylinders and their axial extensions being trulybored from a common center alignment and the pistons and theirextensions being truly turned in like manner, each piston, with itsextension, forms a cross-head of extended longitudinal bearing for thepitman connection, which is pivoted within and coupled to the crank F inthecrank-case below. I provide one or more packing-rings upon eachpiston and also upon each extension, so that the pistons and theirextensions may operate steam-tight in the cylinders and extensions,respectively. The crankshaft H extends through the case G, having abearing in each end wall, and is preferably provided with a bearing H atthe center between the cranks F. Between the two cylinders and occupyingthe space between their 0 high-pressure ends, and above the shouldersformed by their enlargements, are placed the steam-chests andvalve-seats, consisting of a live-steam chest I near the top of thecylinders A B, having a flat circular bottom seat I and an exhaust-steamchest J, rising above the shoulders of the enlarged cylinders A B,having also a flat circular bottom seat J. The induction-valve seat 1(shown in Fig. 2) has two sets of ports 1' 'i and a" i in concen- IOOtrio series, each two opposite ports of a series being equidistant fromand diametrically opposite the center. The outer ports riflead directlyinto the respective cvlinders A 13, while the inner ports 1' 1 lead byindependent crossed passages on y downward outside of theexhaust-chamber .l into the enlarged cylinders A" 3'.

The induction-valve M contains at one side of the center, registeringwith the outer ports 17 of its seat, a steam-admission aperture in,passing entirely through and prolonged circumferentially to extend theflow of steam in proper relation to the stroke of the piston as thevalve-rotates upon its seat. At the op posite side of the center is acavity m at the under side of the valve, wide enough radially to bridgetwo radiallyadjacent ports t' and 1?, thereby placing the eylinderA or Bin com- 111tl11l01tl0l1,b the passage 00 or y, as the case may be, withthe relatively opposite cylinder A or 3.

The .eduction-valve seat J contains two openingsjj, diametricallyopposite, entering the large cylinders A 3' directly, and theeduction-valve N contains but one opening 7s, which registersalternately with the portsjj, opening the large cylinders A Balternately to the exhaust-chamber J, whence the steam passes freelyoutward.

The valves M and N are carried upon a central spindle P, havingbevel-gear connections with the main shaft H, as shown. The spindle 1extends upward through a suitable aperture in the valve-chest casing andthe seats, and is provided with suitable stufling-boxes and packingswhere required. I prefer to attach both valves to the spindle with aslotand-feather connection, permitting them a slight vertical playthereon without interfering with their rotation. The eduction-valve mayalso be held to its seat by a coiled spring 8, as shown.

The operation is as follows: Steam from the generator is admitted to thechamber 1, whence by the rotation of the valve M upon the seat I it isadmitted alternately to the cylinders A and B. The valve having, forexample, admitted steam to the cylinder A, the piston C is forceddownward. The valve continuing its action, the same content of steam isat the conclusion of the downward stroke of piston C allowed to expandover through the bridge-cavity m of the valve M, through ports i t" andpassage 9; into the cylinder B, and exert its force according to excessof areas upon the piston D, forcing it downward. The same action takesplace from the opposite cylinder 13 to the cylinder A through thepassage Thus each piston alternately is pressed downward by the directaction of live steam upon the closed end of its plunger-extension, andalso by the expansive action of steam upon the annular area of itslarger piston around the plunger from the adjacent high-pressurecylinder during the return-stroke of the opposite piston, upon which ithas in the first instance acted directly. The motive force of the engineis thus exerted in alternate downward strokes upon the opposite cranks,the engine being thus single-acting.

Certain structural advantages are to be noted, viz: The valve-chests,seats, and ports are conveniently arranged between the two smallercylinders, where not only is space economized and the entire cylinderstructure brought conveniently within the limits of a single casting,but where also the steam valve and ports are adjacent to theinduction-ports of the cylinder, thereby avoiding loss inconnectingpassages, and where also the expansion-passages are throughoutadjacent to the high-press u re cylinders, thus conserving heat andconsequent power. Likewise the exhaust-valve being immediately adjacentto the final exhaust-port, there is no loss in passages in expanding.

I claim as my invention and desire to secure by Letters Patent of theUnited States 1. In a compound engine, the combination of a crank-case,a main shaft journaled in and through the same having oppositely-setcranks, two single-acting steam-cylinders, each of two differentdiameters, mounted upon and opening into the crank-case attheir largerends, a hollow trunk piston fitting conformably in each cylinder, pitmenpivoted within the pistons and coupling thence directly to thecrank-wrists, one distribution-valve governing the initial induction ofsteam to the smaller or high-pressure ends and its expansion over to thelarger or low-pressure ends of the cylinders, and one eduction-valvegoverning the final eduction of steam from the larger or low-pressureends of the cylinders, substantially as set forth.

2. In a compound engine, the combination of a crank-case, a main shaftjournaled in and through the same, having oppositely-set cranks, twosingle-acting steam-cylinders, each of two different diameters, mountedupon and opening into the crank-ease at their larger ends, a hollowtrunk-piston fitting conformably in each cylinder, pitmen pivoted withinthe pistons and coupling thence directly to the crank-wrists, onedistribution-valve governing the initial induction of steam to thesmaller or high-pressure ends and its expansion over to the larger or1ow-pressure ends of the cylinders, one eduction-valve govern ing thefinal cduction of steam from the larger or low-pressure ends of thecylinders, and a single driving connection operating both valvessimultaneously from the main shaft, substantially as set forth.

3. In a compound engine, the combination of a crank-case, a main shaftjournaled in and through the same, having oppositely-set cranks, twosingle acting steam cylinders, each of two different diameters, mountedupon an d openinginto the crank-case at their larger ends, a hollowtrunk-piston fitting conformably in each cylinder, pitmen pivoted Withinthe pistons and coupling thence directly to the crank-wrists, an d tworotating disk-valves controlling the distribution of steam to, between,and from all' the cylinders, substantially as set forth.

4. The combination, in a compound engine of the character described, ofthe crank-case, the two differential cylinders vertically mountedthereon side by side at their larger ends, valve-chambers arranged invertical succession wholly above the corresponding shoulders of thelarger cylinders and having horizontal seats, two rotary disk-valvescontrolling the ports of said seats, and a vertical shaft havingrotating connections with the main shaft, passing centrally through saidvalve chests and seats, and coupled to both valves, substantially as setforth.

5. The combination, in a two-cylinder engine of the character described,of the two parallel cylinders, each of differential diameters, placedside by side, the steam-chests and valt e-seats placed above theshoulders of the larger cylinders and occupying the space otfset by thereduced diameter of the high-press- -ure extensions, and a verticalshaft passing centrally through said steam-chests and carrying therotary valves for controlling the steam induction and eduction, saidshaft rotated by suitable connections with the crankshaft, substantiallyas described.

6. In a compound two-cylinder engine of the character described,incombination with the two cylinders, each of differential diameters,placed side by side, of the inductionvalve seat arranged t-rans\ 'erselyto the axis of the cylinders immediately at the inductionports of thehigh-pressure cylinders, and the eduction-valve seat arranged in likerelation to the eduction-ports and formed by and upon the shoulders ofthe expansion-cylinders, substantially as set forth.

7. The combination, in a two-cylinder engine of the character described,of the two parallel cylinders, each of differential diameters, placedside by side, the exhaust-chamber placed between said smaller cylinderswith the valve-seat at the bottom formed by the shoulders of thecylinders and connecting the same, the induction-chamber and Valve-seatarranged above the exhaust-chamber in the said space adjacent to theinlet-ports of the cylinders, passages leading from the induction-valveseat around the exhaust-chamber to the larger cylinders, and inductionand eduction valves, and d riving connections, substantially as setforth.

In testimony whereof I have hereunto set my hand in the presence "of twosubscribing witnesses.

JOHN H. EICKERSHOFF.

\Vitnesses:

L. M. HosEA, ELLA HOSEA.

